Power-transmitting device



23 1 27. Aug 9 P. l.. CLARK POWER TRANSMITTING DEVICE Aug. 23, 1927. P L CLARK POWER TRANSMITTING DEVICE Filed April 28, 1924 3 Sheets-Sheet I5 IN VEN TOR.

Patented Aug. 23, 19277. i

UNITED sTATEsrP-ATENT 'olnflcnA PHILIPPE LYoNs CLARK, nEcEAsEn'LATE oF Los'ANGELEs,"CALIFORNIA, BYfEoY A. KIRKPATEICK, EXECU'TOR, 0E Los ANGELES, CALIFORNIA, AssIGNoE To ANN CLARK.

PWER-TRANSMITTING DEVICE.

Application ledviApril 28, 11924. Serial No. 709,392.

Figure 2 is a vertical sectional `view on` line {U2-x2 of Fig. 1;

Figure 3 is a fragmentary sectional view on line arg-m3 of Fig. 1;

Figure 4 is an end'view of the clutch mechanism shown in Fig. 5;

Figure 5 is a side view. thereof with parts e omitted right hand end of Fig.`5.

Figure 6 is a detail view showing the gear l mechanism insaid device; and

Figure 7 is a detail view looking at the Referring to the drawings in detail, 5 is a stub-shaft, provided with a flange 5Fl, lconnecting it to a similar flange, 5", of a fly wheel shaft 5. .6 is another stub-shaft for connection with the load, and is provided with a. flange 6? for connection to a kspider numbered 7. 8 and 8a are two sections of a revoluble drum having the two connecting flanges 9 and 9a, the drum being mounted upon the stub-shafts 5 and 6, with journal bushings 10 and 10a.

Keyed .to

and engages gears 13 and 13a.

14 and 14a.

gears 13 and 13al are the 'pinions These combined gears and pinions are jour- 15 and 15a, which are con- 7 and provided with bushings 16 and 16?. 17 is another gear which is keyed to drum 8, and is revoluble around stub-shaft 5 with said, drum. Pinions 14 naled Vupon studs nected to spider and 14a mesh with this last gear 17 andl thus and 14, together with gears pinion`s'12, 14 y 17 constitute a constantly the drum 8a, keyed to thestub-shaft ,6 and revoluble therewith'. Two vsprings are provided for clutch power, one of which is shown, et while 20 shows the spring stud:

Stub-shaft 5l runs in ball bearings, 11, recessed in spider 7 .while pinion 12 is keyed to the same stub-shafttrain, of which pinion 12 and gearA 21 is an eccentric rocker for compressing the 'spring to release the clutch, rand 22 1s a lever for actuating the rocker. 23 and 23jq are bearings formed upon 18 and 18, in which the` rockers are journaled. 24 is`v va sliding cone mountedon the key 25 and locked axially on stub-shaft 6. designed to actuate lever 22. 26 is a friction brake attached to drum 8, and contro-lied by external connection not shown. and 27 is a roller on lever 22, for reducing the friction of engagement with cone 24.

The invention relates to the planetary type of power transmission devices and is adaptable to any kind of power installation; but its primary purpose is they flexible and `efficient conversion of the explosive impulse of an internal combustion engine into .useful work, and by flexible and efficient 'is meant the transmission and conversion ofthe full torque of the 4crank-shaft at any and such variations of speed ratlos between the power and the load as the fluctuations of the load may require, in contra-distinction`v to the existent arbitrary and limited variations and loss of efiiciency in common practice.

To accomplish. the purpose, therlstress of the explosive impulse is divided and applied to the movement of the load through two separate and distinct connections between the driving shaft and the driven shaft. The means employed are' tools of universal use and reliable efficiency. The results are due Yto their form of assembly and the advance made in the art isAthe production of a flexvible,eificient, power transmitting device of universal applicationand economic construction. l v- By reference to the drawings it will be seen that the driving memberkof the device is the stub-shaft` 5, which is designed to connect to the crank shaft of the enginethrough the fly-wheel (not shown), This stub-shaft shall hereafter be referred to as the driving member and the engineshall be referred to as themotor.y The stubfshaft 6 is the driven shaftconnectedwith the load and this shall be referred to as the driven member. It will rbe obvious that the driven member is always the load and that any reference to it is a reference to theload. Between the driving `member and the driven Amember there are cennecto'ns which are possible-mediums i the4 transmission ko t the of the chronistic rotation of the `tears mustV create a differential planetary stress upon the'studs and spider. Obviously, the full torque of the driving member cannot be transmitted througli the clutch` since the friction of its engagement with the drum 8T, by resisting this synchronatic meshing; of the gear train will retard the rotation of the intermediate gears and pinions and thus throw the stress of the torque onto the studs, thereby, acting:r in conjunction with and supplemented by that part of the stress transmitted tothe load throughy the clutch.y starting a. differential planetary movement of the spiderrand driven member, in the direction of the torque of the driving member. It will thus be seen that the stress of the explosive impulse will be divided and transmitted tothe load partly through the clutch and partly through the spider the two working conjointlyr concurrently, efficiently and independently of any gear ratios.

The basic principle of the invention is the conversion of an idling' free rotation of gears or their equivalent 4journaled upon studs connected with the load, into a differential planetary stress upon such studs. such stress to be an efficient effort in the direction of moving` the load and to be super-induced by a controllable interposed resistance to the rotation of the gears and such resistance to be so connected to and supported by the load as to be an efficient supplementary effort to move the load, the combined efforts to be the equivalent of the full torque of. the crankshaft.

The vfirst essential requirement of theoperation of the principle is a resistance to the synchronist-ic meshing of the gear train, such resistance to be interposed between the last gear of the train and thedriven member and so connected to the driven member at a point external to the spider 7, as to effectively and efiiciently convert the stress or friction of the resistance into a pull upon the driven member in the directionV of the torque of the driving member. In the form illustrated the invention makes this resistance the fundamental function of the clutch, and the drum the medium for the interposition of turba-nce in the synchronistic in its power, the spider 7 its fulcruin and the clutch produced resistance of the drum 8 as its load. Thus considered, the driven member becomes the fulcruin of the two forces which meet in opposition at the studs. This oppositionis a check to the rotation of the gears, and7 through the studs7 become a'planetary stress upon the spider. The disring;` of the geartrain can only be comp planetary movement equivalent to the retardation in axial rotation of the gears on the studs.' Wlhen therefore/g the sum of the opposition at the studs exceeds the stability of the fulcrum, the spider gives way under the combined stress and the load moves in response to a differential planetary stress which is the equivalent ofthe full torque of the crankshaft.

Vhile the load will move whenever the combined forces at the studs are in excess of the stability of thc fulcrum, the application of the necessary forces may vary in ratio, so long as the sum of the two is in excess of the required power. The initial movenient of' the load will be at the greatest possible multiplication. Its speed will increase and'multiplication decrease as clutch resistance and motor sneed are increased until 'the transmission is locled in direct drive Between these two points, the highest andV the lowest, the ratio of multiplication will be governed by the amount of applied clutch resistance. lt is thus 'manifest that the primary function of a clutch is that of creating a resistance which will throw stress upon the studs and thereafter maintainine` or varying the ratios between the clutch resistance and the torque of the drivingv member, as the character of the work may ree quire.

The means and method to be adopted for operating and controlling` the device must be determined in each case by the character of theY required service and nature of the installation. In motor car service, which is one of its most obvious applications and at the same time the mosty severe, every morement of the caris controlled with one lever which' operates with one foot pedal which is the equivalent in action and operation of' the standard clutch pedal. rlhe ca is also provided with an emergency brake, for lockingr when not running.

`The voperation ofthe transmission in an auto c'ar is as follows: Y

lV ith the motor running' and the clutch disengaged, the drum idly rotates on both stub-shaftsl at the velocity due to the motor speed and" gear ratios. To start the car the pedal is released and the clutch gradually allowedto come into full engagement the loadbeing,r picked up without shock or jar, as soon as the combined stress at the studs is suiciently great and the acceleration be- Cil Ulf)

ing determined by the speed withwhich the clutch is allowed to come into engagement. lie acceleration is without shocker undue strain, however rapid and as soonas the clutch is in full yengag'einent the device is lool-fed in direct drive with the motor.

lVhen running in direct drive and multiplication becomes necessary` rvery slight pedal depression will'give the necessary spring tension release andthe response of the load will always indicate the correct clutch slip. There can be no separation of clutch surfaces throughout the range of multiplication, but only a reduction in spring tension, lilith proper spring` adjustment, the slightest reduction in tension will permit a. slip which will instantly result in a, differential movement at thestuds and change the ratio of movement between motor and load without loss of efficiency.v Smooth metal surfaces, largefrictional area and every inch in perfect contact', `will give the ideal clutch. f l

To check and stop the forward momentum of the car the brake band QGis designed, as well as to provide vtheieverse movement of the load. operated by a lever which engages with the pedalfat` the point' and: moment when the clutch is fully disengaged. Depression lof the pedal belowthat point operates yand controls the brake. To check the forward movement of the load therefore, the motor Ais first disengaged from the load by'disengagement of the clutch. Further depression of the pedal then applies the brake to the drum and this forms an external connection and resistance to the rotation of the 'drumf'and Y,crear 17. 'l luis ,Q'ear 17. by externally resisting the ino-vement of the rear train, causes the intermediate Q'ears and pinions to resist, through the studs; the rotation of the spider and for ward momentum of the load; and `consequently,` as the rotation of the drum decreases the movement of the load is correspondingly decreased until they both come to full stop. The full power of the motor wor ring in conjunction with Athe brakeis thus available for checking, controlling; and stopping the forward movement or momentum.

p rl'he reverse movement of the load is secured by application of the brake when the load is at a standstill, or by continued application immediately following a complete cheek to the forward movement. I The external check to the rotation of gear 17 is a resistance and check to the axial rotation of the intermediate gears', which latter check is transmitted as a reverse stress to the studs and spider and starts the intermediate Vfears 13 and 18a in a planetary movement in reverse aroundrpinion 12, pinions 14 and 14:a at thesame time making a track in reverse of gear 17. The change in action which The lbrake is so connected as to be takes place as the brake is applied is first, from an idle axial rotation of the intermediate gea-rs, to agradually decreased axial rotationand an equivalent planetary moieinent of the spider and load, in reverse direction; the reverse vbeingT the equivalent yof thedi'lferential stress due to theaxial check while the brake is slipping, and at the positive speed due to the gearvratios, when the drum has been brought to a full lstop lby the looking of the brake. l 1- Speed ratios between power and load will always be independent of the ratios of the gear train, excepting in reverse. Forward ratios will depend upon the varyingr and controllable relation between the differential movement and the axial rotation `and this will be controlled by the slip of the clutch :and limited only by the effective range of such slip, which will be in proportion to the frictional area ofthe clutch faces.

Then the rerpiiredv multiplication and rconsequent slipping or the clutch covers short and infrequent intervals, the .questionl of frictional yheat will be one of negligible quantity;l but to gua-rd against the dangers mustbe understood rthat the device is not limited to this form of construction, but claim'the right to any and all .variations in constructive detail which will transmit and the medium of two connections and the creation of a differential movement between the motor and the load substantially in accord ance with the' principle herein developed. e Referring to Figs. 4, 5 and 7, the clutch pedal is indicated as 30, and is pivotally mounted on a shaft 31, having bearings 31a, 31a, in frame members, 31, 31h. A lever or arm 32 on said shaft 31, is connect-ed by means of a link 33, to lever 34, on a shaft 35, through which the brake band Q6, is operated. This is accomplished through the sleeve cams 36, 36, and isfor the purpose of reversing the direction of the drive, as

will be understood.

Thus is provided a new transmission mechf anism for transmittingr power from one member to another, with means interposed therebetween for varying the power as required until direct drive is accomplished. The invention is'not limited except by the khereto appended claims.

efficiently `convert a motor impulse. vthrough Having fully described said invention, what is claimed and desired to be secured by Letters Patent is,-

l, In a power transmission meehanisn'x, in combination7 two shafts in alinement with each other, a drum rcvolubly mounted on the adjacent ends of said shafts and having bearings on each shaft, a gear on one of said shafts to be driven thereby, a planetary gear train interposed between said gear and said drum, said drum having a gear in connection therewith and forming a part of said gear train, a friction brake band exteriorly of said drum and adapted to hold the same for reverse drive means for operatingl the same, an external contracting band frictional power clutch encircling said drum and keyed to one of said shafts, and means for operating said power clutch as required,

2. ln a power transmission mechanism, in combination, a driven member and a driving member, a drum having bearings on beth of said members to turn thereon, a gear on said driving member, a gear on said drum, a train of gears interposed between the gears of said member and drum, whereby the driving of one member drives the other through said train of gears` a friction bralfe band exteriorly of said drum, means for operating the same to canse reverse drive from one member to the other, an external contracta ing band frictional power clutch encircling said drum and connected to one of said members, and means for operating the same as a clutch, for the purpose described.

3. In a power transmission mechanism, in combination, a driving member, a driven member, a drum enclosing both and having bearings to `turn on both of said members, a planetary train of gears interposed between said drum and said driving member and driven from said driving member, al friction brake band around the exterior of said drum and connected for holding` it tor reverse drive means for operating the same, and external contracting band frictional power clutch allV so encircling said drum and connected to one of said members, andV means for operating the same, whereby clutch action can be had between said driving and said driven members.

4L. In a power transmission mechanism, in combination, a drive shaft, a driven shaft in alinement with each other with their ends adjacent, a drum over said adjacent ends and having bearings on both of said shafts, said drum being of different diameters axially thereof, a planetary gear train interposed between said drum and driven member for transmitting power from one to the other, said gear train being driven from said drive shaft, a friction brak-e band around one por.

tion of said drum and connected for holding the same to establish reverse drive, an external contracting band frictional power clutch encircling anotherl portion of said drum and connected for operation as a slip clutch` and means for operating the same.

5. In a power' mechanism, in combination, a driving member, a driven member, a drum enclosing both of said members,a gear on the inside of said drum, a planetary train of vconstantly meshing gears interposed between said gear and said driven member, said gears `being driven from said driving member, two

different friet-ion band members around said drum, one of' said members being'operable as a brake and for reverse movement, and the other being operable as a slip clutch'. and means for manually operating saidv band members, for the purposes described.

Signed atv Los Angeles, Losv Angeles County, California, this 22nd vday of April, 1924.

ROY A. KIRKPATRICK, Eecutor of the Estate 0f Philippe Lyons @Zar/1, Deceased. 

